Tenere 700: ECU Flash Tune by 2 Wheel DynoWorks

 ECU Flash Tune by 2 Wheel DynoWorks (2WDW)

The recent addition of a Black Widow decat header & removal of the oem air box snorkel has prompted an ECU flash tune to my 2021 Tenere 700 to be performed by 2 Wheel DynoWorks. Last years mail-in ECU flash Black Friday sale ($225 US or $310 CDN) was for the entire month of Nov & can be done via mail, drop off or ride in at their Kirkland shop just east of Seattle Wa, USA. Kudo's to them for having no time limit on when to have it flashed after purchase, so was be able to ride down this spring.

NOTE: 2WDW will refund the $50 US shipping charge invoiced at purchase if you opt to bring the ECU to their shop, ratcheting up the cost to benefit ratio. Plus offer free re-flashing (excluding shipping) to match future changes to the intake or exhaust systems for as long as you own the bike. 2WDW ONLY provides flashing services for North American bikes. They are also a full service shop including track/racing preparation.

If seeking the most refined fueling & power delivery, cooler running & healthier motor an ECU flash tuned for your particular set-up provides the greatest benefit, whereby on the Tenere 700 the majority of the improvement will be in the low/mid range (~ +4 hp & +4 ft-lb torque), flattening out the dip in power from 5,300 to 6,300 rpm with ~ +5 hp & +5 ft-lb torque at 5,800 rpm, at part-throttle & at WOT with as much as +10 rwhp from 8,800 rpm to the 10,300 rpm rev limiter. 

An alternative is 'piggyback' plug-n-play fuel controllers, but are limited in capability compared to flashes + may cost more & the most basic dongles that substitute oem sensor signals with ones that trick the ECU into thinking the ambient temperature is lower & pressure is higher than actual resulting in richer fuel mixtures. A tech article explaining the differences between an ECU flash & 'piggyback' controllers can be viewed here. The T7 does not have throttle restrictions like many throttle by wire bikes. 

Changes in just air filter & muffler typically do not require a flash as they usually do not alter fueling beyond the parameters of the oem ECU programming & sensors, however, a flash is recommended for correcting fuel & ignition mapping issues related to OEM EPA tuning and with removal of the airbox snorkel (which 2WDW recommend), catalytic converter or alterations to the intake system such as higher volume air boxes like Yamaha's GYTR air box or similar Boost Custom Air Box which produce massive increases in hp & torque with 2WDW's matching ECU flash (see end of this blog for video & dyno graph). Based on 2WDW dyno results, removal of the oem snorkel vs aftermarket air box lids produce similar air flow & velocity, so likely not a lot of difference in fueling requirements.

All 2 Wheel DynoWorks ECU mapping is built for 91-93 (R+M)/2 octane premium pump gas (E10) & adjusts fuel, ignition & throttle by wire maps, deceleration cut-off & back pressure, rev limiter, lower radiator fan on/off temperature settings & a few other parameters, depending on the bike (see full list from info from the 2WDW website near the end of this blog). Not all flash tunes or tuners are the same, despite many using the same software, so do your due diligence...see this link for a very comprehensive video on this topic...2WDW have also posted lots of good info in the Vendor section on the Yamaha Tenere 700 Forum here.

Ride to 2 Wheel DynoWorks for ECU Flash May 09, 2024

I rode down to 2WDW's Kirkland, WA, location from the Vancouver, BC area arriving 30 min before they open at 10 am & was soon greeted by Patrick, whom I remember from the 2015 dyno tuning of my 2014 Yamaha Super Tenere 1200 ES with Nels. Accessing & removing the ECU from behind the left rear body panel required removal of my left Dirt Racks HD Soft Luggage Rack, DIY left calf peg & the left side panel + removal of the under seat & left side rear body panel bolts, which provide enough free play in the panel to slide the ECU rubber mount off the frame tabs & drop the ECU below the panel to easily undo the locking pin connector. 

The flash itself only takes a few minutes...they have logged thousands of CP2 dyno runs since the 2014 release of Yamaha's 1st CP2 powered motorcycle for almost every oem & aftermarket intake & exhaust combination available & matched a flash to my MWR Filtercage & Outercover, Guglatech Ultra 4 air filter, Black Widow decat header & MIVV Dakar high mount exhaust & my bike's ECU (Yamaha has 2 ECU part numbers for each North American model year Tenere 700). Nate, who is their primary spokesperson & point of contact for most customer communications, arrived about mid-flash & was unprepared for his 205.7 cm or 6' 9" presence & shortly after disappeared into the dyno room.

NOTE: The Tenere 700 flash requires disconnecting the oem O2 sensor, which I had previously done (see the ECU Flashing FAQ page link at the end of this post for details). Anytime the ECU is powered up outside the bike &/or the O2 sensor is disconnected it will generate fault codes & trigger the dash check engine light. Their 2WDW flash deactivates the code generated by disconnection of the O2 sensor & Patrick offered to clear the codes for me, but I brought my own OBDll reader & cable & did it myself....no fault codes have been generated since the flash & the check engine light remains off. 

Ride Review May 09, 2024

Just as promoted, 2 Wheel DynoWorks Tenere 700 ECU flashes produce refinement in fueling & throttle response, along with improved performance & a healthier, cooler running motor. Fueling is now smoother, particularly during on/off throttle & from idle to ~5,300 rpm (EPA test range), with linear power right to redline while feeling moderately stronger at all rpm with a slightly less raspy exhaust tone & no popping during run on & down shifting. Bike water temp during steady hwy speed is now slightly cooler (not sure how much of that is the result of the decat header &/or the ECU flash) & the fan now comes on & shuts off 10 degrees cooler than oem settings. 

For a dyno graph & overview of the results of each stage of their mail-in ECU flash tunes for the Tenere 700 see the 2WDW info near the bottom of this blog from their website...run 13 would be closest to my setup. I found the information helpful in determining which intake & exhaust mods I wanted to make.

Yamaha's  CP2 motor has a reputation for controllable linear & torque rich power across most of the rpm range, but the flash, in combination with the intake & exhaust changes, elevate the motor's character, refinement, tractability, output & interface experience even further. With ~ 67 hp & 47 ft-lb torque at the rear wheel after the ECU flash & intake/exhaust changes it will not overwhelm with brute acceleration, but the quality of the delivery is enviable & notably improved from the oem tuning/configuration. There appears to be no peaks or valleys or stumbles anywhere...chugging along smoothly & effortlessly without protest off idle & at low rpms regardless of gear, with precise & responsive part throttle, stronger mid-range & pulling redline with authority. The utterly smooth & linear power delivery deceptively masks some of the performance gains, but are omni present ranging from subtle to moderate to quite noticeable depending on the proclivity for a heavy handed throttle & rpm. 

Ridden with more pace the 2WDW ECU flashed CP2 motor, in combination with the intake & exhaust changes, becomes a more entertaining tool with strong & linear midrange that punches through corners, squirts into gaps, pulls strong up hills & to redline with more urgency than in oem trim increasing the fun quotient factor...all the while remaining completely predictable & controllable allowing for use of every bit of the power band. A case could now be made for a quick shifter on the T7 & can see why the ~ 27 kg or 60 lb lighter MT-07 is popular at the track. The amount of engine braking & gradual deceleration fuel shutoff is now spot on imho infusing a more fluid throttle response & helping to maintain the bike's attitude front to rear while transitioning on & off throttle. See this video where Nate explains the nuances of properly correcting fueling for engine braking & gradual deceleration fuel shutoff. The final result is a pleasing transformation, that just like a properly set up &/or upgraded suspension, is appreciated every single ride! 

Final Thoughts on 2 Wheel DynoWorks ECU Flash

Based on my personal experiences & the extensive dyno tuning expertise/experience that they have I would definitely recommend 2 Wheel DynoWorks & the intake/exhaust tweaks to my bike if you are interested in enjoying the full capability of this peach of a motor. So much of every tweak & kit we do to our bikes is personal, must balance a differing sliding scale of cost vs benefit, expectation vs reality, pro vs con for each of us. Particularly with bikes like the T7 that perform well enough in oem trim/tune, where performance gains may be limited, equally about refinement & more subtle than dramatic results, depending on choices. 

Is a flash &/or changes to intake & exhaust worth it? In terms of refinement & performance it was for me, but may not be for others, particularly when factoring in the increased cost of premium fuel & potential availability issues depending on location + increase in consumption & corresponding decrease in mileage/range of tank, which can be significant.

Post-Flash Fuel Consumption July 04, 2024 

There are many variables that may impact a rider's fuel economy, such as:

• differing ethanol content, additive packs & octane rating between similar grades of fuel & between Canadian vs US fuels 
• differing loads, riding styles, terrains, use of throttle & higher than normal rpm 

So waited until I had a total of 6 tanks premium unleaded fuel (2 US/4 CDN) to gauge differences in pre vs post-flash consumption. The onboard instant mileage display now gets as low as 8-9 km/l with aggressive use, predominantly between 12 & 18 km/l & into the low/mid 20s with steady low load rpm, but quickly drops with demand/load. Whereby, pre-flash in oem trim it seldom got as low as 12km/l, mostly in the 16 - 22 km/l range & into the mid to high 20s with steady low load rpm & into the 30s under very light & no load. The CP2 motor fuels efficiently under ~5,000 rpm, becoming thirstier above that.

Average Pre-Flash Fuel Consumption for 20 Tanks CDN Regular Unleaded Fuel

• 21.9 km/l or 61.8 UK mpg or 51.5 US mpg
• equates to a range of 351 km per tank or 218 miles per tank      

Average Post-Flash Fuel Consumption for 2 Tanks US Premium Unleaded

• 18.1 km/l or 51.1 UK mpg or 42.5 US mpg
• an increase of 17% or 3.8 km/L or 10.7 UK mpg or 8.9 US mpg vs the avg of 20 tanks pre-flash
• equates to a range of 289 km or 180 miles per tank or decrease of 62 km or 38 miles per tank

Average Post-Flash Fuel Consumption for 4 Tanks CND Premium Unleaded

• 19.0 km/l or 53.7 UK mpg or 44.7 US mpg
• an increase of 13% or 2.9 km/l or 8.2 UK mpg or 6.8 US mpg vs the avg of 20 tanks pre-flash
• equates to a range of 304 km or 189 miles per tank or decrease of 47 km or 29 miles per tank

NOTE: The MIVV Dakar exhaust w/db killer & de-snorkel oem air box lid with FunnelWebFilters pre-filter & Guglatech Ultra 4 main filter was installed during all 20 pre-flash tanks. The Black Widow decat header & MWR Filtercage & Outercover were installed a few weeks prior to riding down for the ecu flash. My T7 has 16/46 or 2.875 gearing, 6.3% higher than the oem 15/46 or 3.067 & Motoz Dual Venture 90/90 21 TL front tire & Motoz 140/80 18 GPS rear tire.

Reinstall OEM Header July 05, 2024

After 2,300 km or 1,429 miles riding with the Black Widow decat header I decided to reinstall the oem header because the Black Widow produced an exhaust output that was a little too loud & raw for me & fuel consumption increased dramatically after the ECU flash (13% to 18%). The thicker wall tubing of the oem header + catalytic converter mitigate motor noise into a more refined & pleasing sound relegating the muffler as the component with the most impact on exhaust tone & volume. Interestingly, the open design of the MWR Filtercage air box lid did not add much intake noise, if any. 

Mileage improved by ~ 5% or 1 km/l or 16 km/tank (2.8 UK mpg or 2.3 US mpg or 10 miles/tank) with just the oem header reinstalled for the 1st full tank of fuel, with the on-board instant fuel display showing higher numbers on average than before & more frequently into the mid to high 20 km/l (mid to high 60 UK mpg or 50 US mpg) range. The air temp was higher than normal today with a high of 34* C or 93* F, so less dense air requiring less fuel. 

NOTE: When removing the Black Widow header I noticed a slight blackening of about 1/3 of one of the Black Widow header gaskets, which is slightly thicker the oem gasket, so perhaps it had not seated fully resulting in that exhaust port not being air tight. Which may have contributed to a decline in cylinder efficiency & a very slight increase in coarseness of the motor noticed after installing it (the CP2 motor is normally so smooth that any change is noticeable), which no longer seems to be present...I had sluffed it off as resulting from an aging oem chain with 19,000 km or 11,800 miles.

Re-Flash with OEM Header July 10, 2024

Reinstallation of the oem header with matching 2WDW ECU flash tune retains about 7/8th of the performance benefits vs with the decat header & matching tune while restoring a slightly more refined & muted exhaust note that still has notable authority & presence to it under load. Low-mid rpm torque remains strong, perhaps on par with or even a little better <3,000 rpm but with slightly less crisp throttle response & rate of acceleration across the rpm band, particularly above peak hp at 8,800 rpm. All other ECU flash related improvements remain intact, such as exemplary fueling, smoother on/off throttle response, lower temperature fan on/off activation + a notable improvement in fuel mileage & tank range.

Fuel Consumption After Re-Flash & OEM Header Reinstalled July 10, 2024 to Oct 31, 2025

• averaged 19.9 km/l or 56.2 UK mpg or 46.8 US mpg 
• equates to a range of 318 km or 197 miles per tank
• an increase of ~9% in consumption vs pre-flash
• high of 23.6 km/l or 66.6 UK mpg or 55.5 US mpg
• low of 16.9 km/l or 47.7 UK mpg or 39.7 US mpg

2025 Year Total May thru October (4,846 km or 3,011 miles)

• averaged 20.3 km/l or 57.3 mpg UK or 47.7 mpg US this year (CDN premium unleaded fuel)
• equates to a range of 324 km per tank or 201 miles per tank
• an increase of ~8% in consumption vs pre-flash.

Trips with Full Tour Load Fuel Consumption 2024 & 2025

• averaged 18.4 km/l or 52.0 UK mpg or 43.3 US mpg during an 8 day 4,350 km trip in Aug 2024 through southern BC & Alberta, Montana, Wyoming, Utah, Oregon & Washington  

• averaged 18.9 km/l or 53.4 UK mpg or 44.5 US mpg during a 6 six day 2,507 km trip in Oct 2024 encompassing southern Vancouver Island, southern Cariboo, north & central Okanagan, the Kootenays & southern BC

• averaged 19.7 km/l or 55.6 UK mpg or 46.3 US mpg during a 15 day 2,942 km trip in June 2025 encompassing Sunshine Coast, Vancouver Island, Haida Gwaii, Skeena/Nechako, Cariboo, Lillooet/Pemberton/Sea to Sky Corridor  

NOTE: The first 2 trips above included significant portions of 90-130 kph or 55-80 mph highway riding in mountainous regions with elevations up to 2,530 m or 8,300'. Front tires 90/90 19 TL Mitas E10 Enduro & Motoz Dual Venture, rear tires Motoz 140/80 18 TL GPS & Motoz 150/70 18 Adventure used during all mileage calculations. 

Post vs Pre-Flash Fuel Consumption Characteristic

The post vs pre-flash fuel consumption trend, regardless of decat or oem header, is increased consumption at hwy speeds above 90 kph or 56 mph, sustained >5k rpm & aggressive throttle use, BUT with lower consumption & characteristics more commensurate with the oem configuration/tune during in town riding, low/steady state rpm <5k rpm & non-hwy speeds. Somewhat of a reversal vs the oem tune & configuration, whereby, moderate hwy sustained speed generated higher mileage than in town riding...in part, likely a byproduct of disconnection of the O2 sensor closed loop function, which when active, would lean fueling during light throttle & steady highway speeds.

The onboard instant fuel display still drops to numbers much lower than with the oem configuration & tune upon load & elevated hwy speeds, similar to with the decat header installed w/matching flash, but now quickly & regularly increase into the low to high 20s km/l & even into the 30s maxing out at 40 km/l under light or no load (maximum display number of the instant fuel display)...which is more characteristic of the bike in oem tune/configuration (although, the question still remains as to if the 1 not fully seated Black Widow header gasket impacted mileage & the on-board instant fuel display numbers).

ECU Flash Updated Final Thoughts with OEM Header Reinstalled

Run 9 on the dyno graph would now be closest to my setup losing only 0.5 hp at peak power to the decat header/flash, but does give up a little in throttle response, acceleration through most of the rpm range & power from the 8,800 rpm peak hp to the 10,300 rpm redline (as much as +10 hp with the 2WDW flash at redline vs the oem configuration & tune). All while still being noticeably more refined & stronger across the board vs the oem configuration & with what may be slightly better low rpm torque vs the decat header/flash...so still significant & worthwhile benefits to the riding experience, fun quotients & healthier running motor to justify the expense.

My take away is that a decat header's superior flow vs the oem header requires significantly MORE fuel. As per Nate at 2WDW, "a 10-15% loss in fuel economy is completely normal due to the increased fuel volume to match the additional airflow through the engine, as well as the disabling of the deceleration fuel cut & closed loop O2 sensor operation + noted that fueling is quite different from the stock header design compared to any aftermarket header." Bikes retaining the oem header &/or air box snorkel would not require as much correction for fueling so should see far less increase in consumption. 

IMHO, while the decat header produces notable & maximum bolt-on exhaust related performance output elevating the Tenere 700 riding experience well beyond it's oem capabilities, the significant increase in fuel consumption & corresponding decrease in range + increased exhaust noise level & change in character is a substantive cross to bear, of which, for the average rider may not be justifiable & wasn't for me. RideADV, an Australian motorcycle Tour Company utilizing a fleet of T7s since 2020 with ~ 500,000 combined km, have tested most every aftermarket header available & usually reinstall the oem header.

The improved level of performance, refinement & throttle response in it's current configuration & tune is still notable & elevates the riding experience, satisfaction & fun factor, with the ancillary benefit of being a healthier running motor (aside from the higher heat generated by the cat), in combination with fuel consumption being closer to the oem configuration & tune when ridden conservatively for most riding, except aggressive use, sustained >5k rpm & at highway speeds, it is worth the expense of the flash & premium fuel. I have adapted to the decreased range of about 290 to 330 km or 180 to 205 miles, depending on type of riding, without much compromise in travel plans & fuel availability + have a Giant Loop 2 US gal or 7 litre Armadillo Fuel Bladder when needed.

Performance Related Maintenance 

Performance related Yamaha maintenance schedules:

• maintain properly adjusted chain slack & lubrication every 1,000 km or 600 miles & after washing, riding in rain or wet areas; replace when out of spec or damaged

• replace engine oil & perform throttle body synchronization (see blog post here) every 7,000 km / 4,000 miles or 6 months

• replace spark plugs every 13,000 km / 8,000 miles or 12 months. I recently replaced the oem NGK LMAR 8A-9 (#4313) plugs with NGK LMAR8BI-9 (#91909) Laser Iridium plugs (see blog post here)

• replace air filter every 19,000 km or 12,000 miles (I use reusable Guglatech & FunnelWebFilters filters & pre-filters, see blog post here & here)

• Yamaha does not list any service interval for the fuel pump & related filter (they does not sell the tea bag filter separately, but is available from other sources), but it is worth ensuring that the entire fuel delivery system performs as per spec & with proper pressure, so it is prudent to replace the tea bag fuel pump filter regularly (every 20 to 30k km or 12 to 19k miles imho, sooner if not Top Tier fuel or from commercially filtered/regulated tanks). I changed mine at 32k km or 20k miles & observed crisper, more immediate throttle response & urgency throughout the rpm range with slightly higher onboard instant fuel mileage numbers (see blog post here). Changes in performance, such as reduction in power, decreased throttle response & increased consumption, due to degradation in fuel flow, pressure & contaminates reaching the fuel injectors are difficult to recognize as it is gradual, but clean filters restore fuel flow, pressure & filtering which are impactful to injected systems. NOTE: I use a Guglatech fuel sock filter inserted in the tank filler neck (see blog post here).

• check & adjust valve clearance every 42,000 km or 26,600 miles

From 2 Wheel DynoWorks Website for Mail-in ECU Flash for 2021-24 Tenere 700

This product is intended for closed-course competition use only. Use of this product for any other purpose is strictly prohibited. By purchasing this product, you acknowledge that the product and/or service being purchased is for racing only and this vehicle will never be used on public roads or land. Such use is prohibited by Federal and State regulations.

ECU flashing is not only MORE COST EFFECTIVE than any other tuning solution, it is far SUPERIOR to any other tuning solution because it also allows for more precise tuning of fuel and ignition timing maps which automatically compensate for changing atmospheric conditions. It also allows for the modification of parameters that are not otherwise adjustable through other tuning solutions, such as electronic throttle mapping.

Our Mail-In ECU Flashing Service also comes with FREE future mapping updates for as long as you own the motorcycle. The only cost you are responsible for is the shipping of your ECU.

Custom Flashing Service:

• Custom IAP Fuel Maps (Intake/Exhaust Specific)
• Custom TPS Fuel Maps (Intake/Exhaust Specific)
• Custom Fuel Bias Maps
• Custom Ignition Timing Maps
• Adjusted RPM Limiter
• Adjusted Cooling Fan Temperature Parameters
• Disable Stock O2 Sensor Fault Code
• Disable Deceleration Fuel Cut

NOTE: You MUST unplug your O2 sensor for our custom mapping to function properly.

NOTE: A check engine light will be present after the ECU is powered up outside of the bike for flashing. This should clear itself after 2 ride cycles but may need to be cleared manually. The check engine light during this time will not affect the rideability of the bike in any way.

DYNO GRAPH BREAKDOWN:

Run 1 is BONE STOCK. Stock mapping, stock intake WITH the snorkel, stock headers, and the stock muffler with the spark arrestor out to allow for us to get an accurate AFR signal with our sniffer down the pipe. 64.4hp/44.5tq PEAK output at the wheel.

Run 35, almost all of the bike is STILL STOCK. The only things we did here were the removal of the snorkel, because no matter what it truly needs to go. I know a lot of guys are worried about water intrusion, and it honestly is NOT as big of a deal as people are making it out to be. We, and our customers, have performed this modification on THOUSANDS (no exaggeration) of FZ/MT-07, XSR700, R7 and Tenere 700 models without a single issue, ever. For those of you worried about water crossings, the stock snorkel only adds about 2 inches of extra height to the intake inlet, so if you're going to be submerging the bike THAT deeply across a body of water on a trail, we HIGHLY recommend removing the stock intake lid and filter and replacing it with a foam filter that allows for a water sock. There is ZERO difference in performance between the snorkel delete and stock intake and all of the foam filter/intake lid designs that we've seen on the dyno. All that matter is that 90 degree bend and rubber protruding into the airbox is no longer there. 65.9hp/46.6tq PEAK output at the wheel with BIG 4hp/4tq increases at the bottom end AND 4hp/2tq at the very top end. Obviously, as with all of our ECU flashing, the throttle response becomes MASSIVELY smoother and stronger throughout the entire RPM/throttle range, but this isn't possible to display on a WOT dyno graph.

Run 9, add virtually any muffler to the stock headers with a snorkel delete and you'll only see very modest gains. With our custom mapping, you'll see about a 1hp/0.5tq improvement throughout the entire RPM range and a 1.5hp increase at the VERY top end. The muffler on these bikes truly isn't a big restriction, which we were surprised to see with all of the chambers and baffling in the stock muffler. We have tested quite a few aftermarket mufflers now, and they all truly perform more or less identically to each other. There's some changes to the necessary fuel mapping for each one, but the final output is essentially unchanged. 67.1hp/47.0 PEAK output at the wheel.

Run 13, add headers to any quality high muffler with a snorkel delete and our custom mapping! BELOW 9k RPMs, there's very small gains (less than 1hp), but ABOVE 9K RPMs the power curve is maintained MUCH better to the limiter. You also save 12-14lbs, depending on which aftermarket headers you're using. We've tested a few of them, and once again there is virtually no difference in output between the aftermarket headers. 67.7hp/47.1 PEAK output at the wheel with an extra 4hp ABOVE 9k RPMs all the way to the limiter when compared to the stock headers. From bone stock to a full exhaust system, snorkel delete and our custom mapping, there is a massive 10whp improvement at the limiter (10,250 RPMs).

Again, all of this is ONLY showing WOT performance at the wheel. Much of the results that your butt dyno will feel are even more significant than this displays, as the fuel and ignition mapping changes at WOT are actually much less dramatic than the low/mid range and part-throttle changes that we make to all of our custom mapping!

 

2 Wheel DynoWorks Electronic Mapping Tech Article & ECU Flash FAQ Pages

For those wanting to better understand Electronic Mapping, Nate has provided a comprehensive tech article here & the their ECU Flashing FAQ page can be viewed here.

2WDW 2025 Tenere 700 with Boost Custom Air Box & Full Titanium VanDemon Exhaust Video 

At 71 hp @ 8,660 rpm & 49.65 ft lb @ 6,930 rpm, gains up to 20% between 4,000 & 6,000 rpm & a flat peak torque curve from 4,800 to 7,000 rpm are likely the highest Tenere 700 output to date with add on components on pump gas using both the Boost Custom Air Box (similar results should occur with the near identical Yamaha GYTR airbox made by Acerbis) & the full VanDemon titanium exhaust (unusually high output for a high mount exhaust based on 2Wheel DynoWorks testing).